Controlling device for motor-vehicles.



c. M. MANLY.

CONTROLLING DEVICE FOR MOTOR VEHICLES. I

APPLICATION FILEDJUNEZI. 19H.

' 1,187,639. Y Patented June 20,1916.

Attest: lnv -ntorf: l by W c. M. MANLY. CONTROLLING DEVICE FOR MOTOR VEHICLES APPLICATION F lLED JUNE 21; 1911. 1,187,639 Patented June 20, 1916.

2 SHEETSSHEET2.

- ga l J'Zamly y QMJ/z/ by I M a w. 7 Atty Unrrsns l r rlrrtenc? comm GHAELES MATTHEWS MfiNLY, F BROOKLYN, NEW YORK.

CONTROLLING DEVICE FOR MQTOR-VEHICLES.

Specification of Letters Patent.

Patented June 20, 1916.

lipplieetion filed June 21, 1911. Serial No. 634,598.

1'0 all ivho'm it may concern:

Be it known that 1, CHARLES M. lllmcm, a

citizen of the United. States, residing at 'Brooklyn, in the county of Kings, State of lowing is e specification.

New York, have invented certain nev end useful improvements 111 Controlling ile- "icesfor Motor l chicles, oi 'WillCll the fol My invention rehites provide it stop mechanism therefor which may he set to automatically bring the vehi provide a mechanism of the character cle-.

- lu-the accompanying -.-il lustretecl )1 preferred embodiment of any invention as apphed:to a motor vehicle hav fcle toe stop at any desired distance from position of the vehicle when the mecha- & v mam isset.

A furtherobjeet of the invention is to scribetlvvhichvvvill be simple in ooi'istrnction ondefiicient in operation.

drawings 1 have big a hydraulic variable speed transmission "of the character disclosed in my application,

- class described equipped with my invention.

the some partszire indicated by the some reference characters throughout the severol views, 1 indicates the frame of the vehicle Serial No. 606,618 filed. February 4, 191.1.

It'is to be understood however that my invention is not limited to such application or to the details of the'invention here shown but covers all such modifications of the some as fall. 'withinthe scope of the appendeil claims.

In tlieilrawings, Figure l. is a plan view of the chassis of 11 motor vehicle of the Fig. 2 is av side elevation of a portion of the vehicle shown. in Fig 1. 3 is a. detail view hereinafter referral to.

In the accompanying drawings in which and 2 the shiift of'an internal combustion engine 2" mounted on the forward pert of,

the frame in the usual manner, Back of the engine and suitably supported by the frame is a hydraulic transmission of the same general character usthet liselosecl in my appli; cation above referred to. As this transmission 7/0/15 er forms no part ofthe present invention, the details of its construction. "are not 'nliscl 'aseil in this npplicntion, but so much of the some willnoiv be llQSQlllKll isnccessery to an understanding of the conto controlling (levices for vehicles and has for 'ilJS obycct to strnction and operation of my improved controlling mechanism. The transmission comprises essentially .a Inulti-cylinder variable stroke pump 3 the shaft 1 of which is coupled to the engine shaft at Coupled to the pump by suitable fluid connections 6 to be driven by the fluid therefrom are two hydraulic motors 7, the shafts 8 of which.

are connected by driving chains incliceted in dotted lines at 9 to the rear Wheels 10 of the vehicle. Mes. are provitled to vary the stroke of the pnn'i pistons, s0 asto vary the amount and direction of the flow of fluid from a. maximum flowing" in one direction.

ing direction end at a speed proportional to I the extent of movement of the control her. It will also be umlerstooclthet when the control bar is moved from a running position-beck to its neutral position the driving wheels are not only relieved of the driving power but the fluid in the transmission acts as e hyrlrnulic brake and brings the vehicle to c. stop. I

For operating the control bar, it lever 13 is provided, the said lever being pivoted interinediate its ends'to the frame at 14. The lower end. of tlielever 13 is connected by a rod 15 to an arm 16 depending from a shaft 17 mounted transversely of the vehicle for oscillation in bearings 18 on the side members of tbefrnrne. On the shaft 1.7 at a point adjacent the casing 12 an upstanding arm 19 is mounted, which arm has a pin and slot ccnnectionwith the'control bar 11. The lever 13 is provided with a locking pawl 21 adapted to engage a notch 22 in :1 quadrant 23; the position of the notch be ing such as to hold the lever in the position contro bar 11.. I

The shaft 17 projects at oneend beyon the fraine'oml is provided With a dependcorres )oiuling with the zero -position of the ing arm Q'tthe purpose of which will be hereinafter described. Mounted in brackets 25 attached to the frame at either side of.

the projecting end of the shaft 17 is a shaft 26 extending parallel with the frame and provided at its rear end with a beveled gear 27 meshing with a beveled gear 28,91.- tached to the end of the shaft 8 of the motor on that side of the vehicle. Parallel with the shaft 26 and arranged between the shaft 26 and the side of the vehicle is a shaft 29 also rotatably supported in the brackets 25. The shaft 29 is driven from the shaft 26 by means of-a spur gear 33, attached to the rear end of said shaft meshing with a gear 34 on the shaft 26'. The shaft 29 is formed with two enlarged screw threaded portions 37, 3S, spaced from each other by a central reduced portion 36 and extending nearly to the supporting bearings, and loosely mounted on the shaft 26 so as to be both slidable and rotatable thereon is a heavy half-nut 39 the threaded portion of which is adapted to engage either of the threads 37, 38. The shaft 26 is preferably provided with graduations 44 to indicate the position of the nut.

The half-nut 39 is provided with a projecting lug 40 opposite its screw threaded portion adapted, when the nut is moved along either thread by the rotation of the shaft, toengage the end of the arm 24 on the shaft .17 of the control mechanism and move the arm from either a forward or reverse running position to its zero position. The length of t e reduced portion 36-is such that when the arm 24 reaches its zero position from either direction, through the. action of the nut, the nut will run off the thread and drop to an inoperative position out of engagement with the. arm 24. To better support the nut and relieve to some extent the friction of its threaded engagement, the nut may be provided with an ex tension 41 adapted to rest on supports 42, 43 attached to the vehicle frame adjacent the shaft 29, and so positioned that the extension runs off the support just as the nut runs off the corresponding thread.

The operation of the device will now be described.

Assuming that the vehicle is stationary, with the half-nut 39 in its inoperative position and the control mechanism at its zero position, should the operator desire to send the vehicle forwardalone a short distance he moves the half-nut over onto the threaded portion 37 into its full line position as shown in Fig. 3 at the proper distance as indicated by the graduations 44 from the endof the threads for the car to traverse the desired distance, and then moves the control lever 13 slightly forward to start the car at a slow speed. This movement of the lever 13 causes the end of the arm 24 to move slightly backward into it position to be engaged by the lug 40 on the half-nut 89 ping said vehicle manually as itnears the end of the threads 37. Further advance of the half-nut carries the lower end of the arm forward and returns- The operaruns off the end of the threaded portion and 7 assumes its inoperative position. The advantage of this central reduced porti'on'i! that the operator may start the vehicleagain in the usual manner without further manipnlation of the automatic stop mechanism.

I have shown my automatic stop mechanism applied to a vehicle equipped with my hydraulic transmission but it is obvious that it may be applied to any power vehicle having a shiftab e control member for stopping it, as for instance the clutch and brake operating pedal of a gear driven automobile. It may also be applied to vehicles without power to set the brakes after a predetermined distance has been traversed, as the cars of a socalled gravity railroad.

My control mechanism is particularly useful in connection with power operated delivery wagons, such as .milk wa ons, where a number of deliveries are ma e at closely adjacent points. The operator may fill his basket or crate with enough bottles to supply a block or row and set the control mechanism to run the wagon to the end of the row while he goes from house to house,

thereby saving the time necessary to get into,-

and'out of the vehicle at each delivery.

Another use of my control mechanism which may be mentioned is in connection with the distributing cars'in mills and fac-' tories which are run from place to place to receive or deliver the material handled by the operatives.

I claim,

1.- In a motor vehicle, the combination with means for driving and stopping the vehicle, of manually opcratable means for controlling said driving means and stopping Ill means, comprising a shiftable member and auxiliary means for operating said controlling means comprising a movable member driven by said driving means and havin a movement variable in extent at will, sai

movable member being adapted to engage;

and operate said shiftablemember to render said driving means inoperative and positi-vely stop said vehicle.

2. In a motor vehicle, the combination of means for driving said vehicle and for step operatable means for controlling said driving and -sto pin means, and auxi iary means actuated y sai driving means for operating said oohtrol means to render said driving means operative and cause said vehicle to stop. when the vehicle has traversed a. predetermined distance after theoperationof said auxiliary means begins, substantially as described.

3. In a motor vehicle, the combination of means for driving said vehicle in either forward orreverse directions and for stopping said vehicle manually operatable means for controlling said driving and stopping means, and auxiliary means actuated by said driv ng means for operating said control means to render said driving means inoperative and cause said vehicle to stop When the vehicle has traversed a predetermined distance in either direction after the operation of said auxiliary means begins, said last named means being adjustable so that said distance may be'varied, substantially as de-' scribed v a. In, a motor vehicle the combination With a variable, speed hydraulic transmission having a shiftable member for rendering said transmission inoperative of means operatable at will for shifting said member to an inoperative position when said vehicle has traversed a predetermined distance after the operation of said means,substantially as described. I

5. In a motor vehicle the combinationwith a hydraulic transmission having a shiftable control member adapted when moved to a -certain position to cause said vehicle to stop of means 'operatable at will for shifting said member to its stop position When said vehicle has traversed apredetermined distance after the operation of said means,

substantially as described.

6. In a motor vehicle the combination with a hydraulic transmission having a shiitable control member adapted when moved to a certain position to cause said vehicle to stop of means operatable at will for shifting said member to its stop position when said vehicle has traversed a predetermined distance after the operation of said means, said. last named means being adjustable so that said distance may be varied, substantially as described.

7. The combination with a part to be driven of means for driving said part, means for controlling said driving means to start, stop and vary the speed of said part, and means actuated. by said driven part for operating said control means to stop said driven part. 8. The combination of a part to be driven, driving moans therefor, control means for said. driving means operatable at will to start, stop and vary the speed of said driven part, and means actuated by said driven part1 or operating said control means. The c'oinlrination'oi a part to be d iven,

: jdrivlng n'ieans therefor, control means for .said driving means operatable at will to driven, of driving means therefor embody-- ing a variable speed gear, means for controlling said speed gear operatable at will to. start,. stop and vary the speed of said driven part, and means operata-ble by said driven part for actuating said control means to stop said driven.- part.-

11. The combination of a part to be -.driven, a driving mechanism therefor embodying a variable speed means for controlling said speed gear comprising a member movable to diner'ent positions to start,

stop and vary the speed of said driven part, and means having driving engagement with the driven part for moving said control member to a position to stop said driven part. l 12. The combination of part to be driven, driving mechanism therefor embodying a.hydraulic variable speed gear, a control member therefor movable to diiierent positions to start, stop and vary the speed of said driven part, an automatic ineans'for moving 1e said control member to a position to start said driven part comprising a screW-threaded'member driven by said driven member, and a member operated longitudinally by said screw-threaded means to actuate said control member.

13. The combination of a part to be driven, driving mechanism therefor embodyinga hydraulic variable speed gear, a controhmechanism for said gear comprising a manually movable member for starting said driven part, automatic means for adjusting saidcontrol mechanism to stop said driving part comprising a screw threaded member driven by said driven member and it part operated by the rotation of said screw threaded member for shifting said speed gear control to its stopped position.

14:. The combination of a part to be her and means for returning the pump.

stroke to zero comprising a screw threaded member driven by said motor and devices operated by the rotation 'of said screw threaded member for operating said pump stroke controlling means.

15. In a mechanism of the class described, the combination of a driving and reverse gear embodying a driving and driven part, means operatable. at will for controlling d to start said drive/apart in either, yr ion and stop the same, automatic means like operated 'by the driven part for actuating name to this specificzition, in the reserice '6! said control means to stop said driven part, two subscribing witnesses, this 1 th day of and means whereby said automatic means is June, 1911. w disconnected from said control means, CHARLES MATTHEWS IANLI when said goal is stopped to permit free Vitnesses: operation. of said control means. ADA I. MILLER,

In testimony whereof, I have signed my SIGMUND NEWMAN. 

